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This study closely examined how oil exploration has caused environmental degradation and untold hardship to the local communities in the Niger Delta region of Nigeria. Nigeria is known to be the sixth largest producer of crude oil among the Organization of Petroleum Exporting Countries (OPEC), and thelargest in the African continent. The crude oil that puts Nigeria in this position is being produced in the Niger Delta region of the country. Nigeria’s economy is based on crude oil exports. Despite this enormous wealth coming from the Niger Delta, there is pervasive poverty and despicable environmental damage as a result of crude oil mining activities going on in this region. Suffice it to say that, there is total neglect of the region in terms of infrastructural development and economic empowerment of its local populace by the government and oil companies operating in the region. This has led to youth restiveness and hostage taking in the area. A sound methodological research approach was developed and utilized in this study. Both primary and secondary data were collected from questionnaires, structured interviews, personal observations, relevant literature, documentation from government agencies and oil companies. These data were analyzed, and they synthesized the discussions contained in this study. This study is all about charting a new course in the way the oil companies operating in the Niger Delta region carry out their activities in order to ensure the environmental sustainability of the region, and improve the economy of the rural communities in the region at the same time. It identifies the constraints to effective implementation of Nigeria’s environmental laws and policies especially the Environmental Impact Assessment (EIA) as it concerns oil prospecting, which has hitherto contributed in hindering her environmental sustainability. It also unveils the critical issues concerning the deplorable state of the economy of the local populace of the region. After identifying the various problems contributing to the environmental woes, and the poor economic growth of the region, this research proffers recommendations that should be conscientiously and vigorously implemented to reverse the trend. Although, the oil companies have made some efforts towards providing the necessary infrastructures needed in the region, they need to do more in the area of capacity building, and use of green technologies to ensure healthy environment of their host communities. The government on her part should strengthen the various Ministries and Agencies vested with the responsibility of protecting the Nigerian environment, by providing them with the necessary incentives for maximum efficiency. This study therefore emphasizes a concerted approach from all the stakeholders in the Niger Delta region for the successful implementation of the recommendations herein to ensure the sustainable development of the region, and Nigeria in general.
This thesis seeks to enhance a better understanding of the concept of cookstoves and their associated repercussions on health and the environment. A three tier methodological approach was used in this study. Firstly, questionnaires were distributed in the study areas and results analysed. Secondly, a laboratory based water boiling test was conducted using three stoves (open fire, rocket stove and “skirt” stove) to assess the effect of wood moisture content on combustion and heat transfer efficiencies. Lastly, a simulation model was used to understand the behaviour of key players within the system of cookstoves and indoor air pollution such that setbacks are better understood, controlled or mitigated. Results of the questionnaires showed that the majority of the people in the case study area are not aware of the threats posed by indoor air pollution on health; however, they are willing to accept any innovations that will abate the pending related environmental, social and health crises associated to poor cooking techniques. From the water boiling test, results showed that fuel moisture greatly affects combustion efficiency and heat transfer efficiency. Fuel at 15% moisture produced best results with little particulate matter and carbonmonoxide emissions meanwhile emissions at 5% and 30% moisture were relatively high. The sensitivity model laid down the basis for comparism and control mechanisms for indoor air pollution and deforestation.
Implementation of End-of-Life Vehicle’s Recycling for Developing Countries: Case Study, Mexico
(2008)
Currently, the Directive 2000/53/EC regulates the ELV management in 27 countries in Europe, and for the forthcoming years, more accession countries are foreseen. Since, the international nature of automotive industry, the Directive has affected industries beyond the EU. Hence, countries with important national-based automotive industry are moving towards the accomplishment of this legislation, in order to keep their competitiveness in European markets. The ELV chain in the EU is a complex system, which involves several commercial relationships between different sectors. The generation of ELV in the EU-15 was around 11.4 million units in 2005. The total number of ELV generated, considering the accessing countries, is still unknown. The number of treated ELV in the EU-15 was 7.7 million units. There are some obstacles to be overcome by ELV management already in implementation in the EU. The main difficulties are related to the reluctance of car-manufacture industry to implement Directive’s provisions related to: ban of use of specific substances in automotive applications, and about recycling quotas. Another obstacle is the export of ELV from the EU, which represents a loss in input material for the system. The case of the USA, regarding the ELV management, has very different connotations than the implemented system in the EU. The current ELV management in the USA does not have specific regulations regarding the collection and recycling of ELV. The structure of the ELV chain in the USA is similar to its counterpart in the EU. The main difference lies in dismantling and post-shredder sectors. The 80% of dismantling industry is composed of salvage/scrap yards performing no-standardized operations, and the remaining 20% is represented by high value parts dismantlers. One special feature of the system is the classification of ASR as no-hazardous waste which generates almost no incentives for further treatment. The current system of ELV management in the USA works with relative efficiency. However, there are still items to be improved, e.g. poor dismantling practices in a big number of dismantling facilities (scrap yards), use of hazardous materials in car-manufacture, disposal of ASR as non-hazardous waste, scrap tyres, etc. The ELV problem has different connotation in developing countries like Mexico, than in industrialized countries. Problems, like illegal introduction of used cars from the USA to Mexico and poor practices in the management of ELV, affect the Mexican economy, environment and society. In Mexico, there exists no specific legislation to regulate the Management of ELV. This kind of product, at its End-of-Life stage and wastes generated by its treatment, has been ruled by general laws before the year 2004. More recently a semi-specific law has been addressed to solid wastes, the LGPGIR. The structure of ELV chain in Mexico is similar to its counterpart in the USA and the EU, except for an additional stage. The present work depicts the available information about the number of Mexican operators, at every stage of ELV management. The described evidence presents a deficient management of ELV in Mexico. The current management allows a maximum recycling rate of 75%, which mainly corresponds to the ferrous fraction content in vehicles which enters to the management system. The present work develops a proposal for a suitable system to manage End-of-Life Vehicles (ELV) in a developing country, case study Mexico. This, is divided in three main parts. As a first step, the proposal estimates the future numbers of ELV generated in Mexico, which are estimated in a current ELV generation of around 687,000 vehicles by 2007, and by 2020 in the range of 1.1 to 1.3 million units per year. The second step is to propose a structure for the ELV chain in Mexico. The proposed structure describes the recommended operations, equipment and facilities’ configuration at every stage of the management. The third step of the proposal is the configuration of strategic facility network at every stage of ELV management in Mexico. The system is configured under assumption of three different scenarios, i.e. 100%, 90% and 75% of covered demand for ELV management. The algorithm is identified for this specific problem as a Fixed Charge Facility Location Problem. The algorithm is solved through Facility Location Software SITATION©. The results show the optimal number of facilities at every stage of the management, to cover the demand for ELV management considered in the different scenarios. The fourth part is to propose a model to finance the ELV management in Mexico. The main features of this scheme are explained, as well as its advantages, disadvantages and incentives thought to be triggered into the Mexican ELV chain.